Railway-fbog



B. B. BETTS,

RAILWAY FROG.

APPLICATION FILED MAY 12. 19:9.

1 ,3 13,782. Patented Aug. 19,1919,

'HII coumau "47400.4," 50,, MINING TON, [7| C- BENJAMIN B. BETTS, OF ST. LOUIS, MISSOURI.

Specification of Letters .Patent.

RAILWAY-FROG.

Patented Aug. 19, 1919.

Application filed May 12, 1919. Serial No. 296,580.

To all tvhom it may concern:

Be it known that I, BENJAMIN B. Bn'r'rs, a citizen of the United States, and resident of St. Louis, State of Missouri, have invented new and useful Improvements in Railway-Frogs, of which the following is a specification containing a full, clear, and exact description, reference being had to the accompanying drawings, forming a part thereof. v

My invention relates to certain new and useful improvements in railway frogs and has for its special object a pivoted frog point which is provided on its to surface with a flange so that the wheel flanges of a railway truck will be in contact therewith throughout its entire length and only leaving it when the tread of the wheel is on the switch point. i

A further object is to construct a movable frog point so that the flanges of the wheels will hold the frog point in thrown position and not allow a rebound of the switch point.

This frog is an improvement on my applications, Serial No. 212,754, filed Jan. 19, 1918, allowed Feb. 12, 1919 and Serial No. 229,912, filed April 22, 1918, allowed Jan. 22, 1919, it having been found in the construction of these devices that the wheels of a car striking the movable frog point has a tendency to cause a rebound of the switch point due to the speed of the car and the force imparted to the switch point and as in actual construction a distance between the frog point and switch point is approximately 22 inches, there is a tendency of a rebound of the switch point as the wheel flange will leave the frog point before engaging the switch point. This, of course, would only happen were the train traveling at a relatively high rate of speed and thus cause a portion of the truck to be shifted on the wrong track and consequently the derailment of the cars might occur. By the addition of this flange on the frog point, this danger is eliminated as the flange of the wheel will rest against the'edge of this overlying flange and hold the switch point in place until the tread of the wheel comes in contact therewith. The edge of the flange next the tread will then prevent the switch point from shifting and therecan be no rebound due to rapid movement of the cars over the frog from a direction against the switch point.

In the drawings:

Figure 1 is a top view of my device. 1 Fig. 2 is a bottom plan view of the same.

Fig. 8 is a cross section taken on the line 3-3 of Fig. 1 and showing the portion of a railway wheel with the flange thereof engaging the flange of the frog point.

Fig. 4: is a perspective view of the frog point, viewing the same from the lower side.

Referring to the drawings, 5 represents a base which is secured to ties by spikes in the ordinary manner. Formed integral with this base are guard rails 6 and 7 which are located on each side of the switch point 8. This switch point is pivotally secured to the base 5 by the lug 9, this lug being secured in the base5 by means of a cotter pin 10. t

The switch point 8 is further provided with a projecting lug 11 which passes through a slot 12 formed in the base 5 and with cars 13 which cover the slot on the upper surface of the base so as to prevent the entrance of any clogging material in the slot.

"Opposite the switch point 8 is mounted the pivoted frog point 14 which is provided with a lug 15 and is also secured to the .base 5 by means of a cotter pin 16. This frog point is provided with a projecting lug- 17 extending through a slot 18 formed in the base 5.

The lugs 11 and 17 are connected by a lever 19 which is pivoted to the under side of the base 5 at a point indicated by the numeral 20, the object of this lever being to move the frog and switch points simultaneously in opposite directions.

On the top of the frog point is located a projecting flange 21, this flange extending over the sides of the point and also beyond the end 22 of the frog point and comes in close proximity to the end 23 of the switch point. The edge of this flange 21 overlies the rail extensions 24 which are formed integral with the base 5, these rail extensions serving as a rest for the wheel treads after leaving the rails proper, and are provided on their ends adjacent the switch point with pockets or projections 25 with which the switch'point 23 contacts, the object of the overlying flange 21 formed on the switch point bears absolutely no weight and therefore can be made relatively light in structure as the only wear'will be on the outer edges of this flange.

The under side of the base is provided with a recessed portion 28 in which the lever 19 is pivoted and into which the projections 9, 11, 15, 18 and 20extend.

Having, fully described my invention, what I claim is 1. A railway frog comprising a base, a frog point pivotally mounted on the top thereof, an integral flange formed on the upper edge of the frog point, rail extensions carried by thebase and disposed on each side of the frog point, a switch pointpivotally secured to the base, guard rails located at each side of the switch point adjacent its pivoted end, recesses formed in the rail extensions adjacent the frog point to receive the end of the switch point when thrown in operative positions, and a lever mechanism connecting the switch pointand frog point and pivotally secured on the un point and switch der side of the base for operating the frog point in opposite directions simultaneously.

2. A railway frog comprising a base, spike flanges formed in said base for securing the same to railroad ties, a fro point pivotally mounted on the top of sald base, an integral flange formed on the upper edge of the frog point and extending beyond the free end thereof, rail extensions carried by the base and disposed on each.

'side of thefrog point, a switch point pivotally'secured to the base, guard rails located at each side of the switch point adj acent its pivotedend, recesses formed in the rail extensions at their ends to receive the end of the switch point when thrown in operative positions, and a lever mechanism connecting the switch point and frog point and pivotally secured on the under side of the base for operating the frog point and switch point in ,opposite directions siInultaneously. f

3. A railway frog comprising a hollow base, a switch point and a frog point pivotally secured to said base, lugs formed on the switch point and frog point projecting through said base, a lever pivotally secured to the under side of the base and to the lugs formed on the switch and frog points, rail extensions formed on the base on each side of the frog point, recesses formed in the rail extensions adapted to receive the free end of the switch ,P-Oint, a flange formed on the top surface of the frog point, one edge of which is adapted to overlie one of the rail extensions, the other edge contacting with the inner face of the flange of a rail way car wheel, and guard rails formed integral withthebase and adjacent the pivoted end of the switch point.

1. In a railway frog, a base, a frog point pivotally secured to said base, said frog point being providedwith a tapered end, and a flange carried by vsaidv pivoted frog point, the end of said flange and the sides frog point mounted on the top surface 1 J thereof, a lever mechanism connecting the switch point and frog point and located in the hollow base for operating the same si- Inultaneously and in opposite directions,

guards, formed integral withthe base 10 1- cated on each side of the switch point and spaced apart therefrom, rail extensions formed integral with the base and located on each side of the pivoted frog point, said rail extensions being provided with curved recesses to receive the free end of the switch point, and .a guard flange, carried by the pivoted frog point and extending beyond the end of the same and in close proximity to the free end/of the switch point,- said flange servin to hold the switch point from rebounding curing the passage-of a train through the frog.

' 6. In a railway frog, a base, rail extensions formed integral with the base, a frog :7,

- point pivotally secured to said base between the rail extensions, a flange carried by said pivoted frog point and projecting over the sides and end thereof, said flange adapted to be swung over the rail extensions, a pivotedswitch point having its free end adjacent the end of the flange carried by the frog point, and a lever connection between the switch point and frog point for the sirnultaneous operation of both in opposite directions.

In testimony whereof, I have signed my name to this specification, in presence of two subscribing witnesses. I

I BENJAMIN BgBETTS.

Witnesses:

ELIZABETH GARTALL, EDWARDE. LONGAN.

Copies of this patent may be obtained for in cents each, by addressing the I (mnmissionero1?v Patents, It

' Washington, D. G. 7 

